Vehicle sensor system

ABSTRACT

A vehicle sensor system includes a fluid sensor configured to be disposed onboard a vehicle system and at least partially extend into a gearbox of a traction motor of the vehicle system. The fluid sensor is configured to output data representative of an amount of a lubricating fluid in the gearbox. The system also includes a positioning system configured to output data representative of movement or an absence of movement of the vehicle system, and one or more processors configured to determine the amount of the lubricating fluid in the gearbox based on the data that is output by the fluid sensor responsive to the data output by the positioning system indicating that the vehicle system has not moved or has moved by less than a designated distance for at least a designated, non-instantaneous period of time.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Provisional Application No.62/269,192 (filed 18 Dec. 2015), and is a continuation-in-part of U.S.patent application Ser. No. 14/421,245 (filed 12 Feb. 2015), Ser. No.14/866,320 (filed 25 Sep. 2015), and Ser. No. 14/869,038 (filed 29 Sep.2015). The entire disclosures of all of these applications areincorporated herein by reference.

FIELD

The subject matter described herein relates to systems and methods thatuse information (e.g., data) provided by sensors onboard vehicles.

BACKGROUND

Various systems can include sensors for monitoring characteristics ofthe systems and/or surroundings of the systems. For example, vehiclesystems, stationary power systems, etc., can include several sensorsmonitoring the same or different characteristics. These sensors canmonitor vibrations, temperatures, states, or the like, of the systems inorder to track operation of the systems, identify unsafe conditions,determine when maintenance or repair of the systems are needed, or toachieve other objectives. The data provided by the sensors may be usedfor one or more purposes to control operation and/or monitor health ofthe vehicles.

BRIEF DESCRIPTION

In one embodiment, a system includes a fluid sensor configured to bedisposed onboard a vehicle system and at least partially extend into agearbox of a traction motor of the vehicle system. The fluid sensor isconfigured to output data representative of an amount of a lubricatingfluid in the gearbox. The system also includes a positioning systemconfigured to output data representative of movement or an absence ofmovement of the vehicle system, and one or more processors configured todetermine the amount of the lubricating fluid in the gearbox based onthe data that is output by the fluid sensor responsive to the dataoutput by the positioning system indicating that the vehicle system hasnot moved or has moved by less than a designated distance for at least adesignated, non-instantaneous period of time.

In one embodiment, a system includes one or more processors configuredto determine whether a movement measurement of a vehicle has changed bymore than a designated, non-zero amount for at least a designated periodof time. The one or more processors also are configured to one or moreof obtain a fluid level measurement of a fluid onboard the vehicle oruse the fluid level measurement of the fluid onboard the vehicle todetermine how much fluid is onboard the vehicle responsive todetermining that the vehicle has not moved by more than the designated,non-zero distance for at least the designated period of time.

In one embodiment, a system includes one or more processors configuredto determine temperatures of plural axles onboard a vehicle at differenttimes. The one or more processors also are configured to compare thetemperatures of the axles with each other and identify at least one ofthe axles as damaged based on comparing the temperatures of the axleswith each other.

In one embodiment, a method includes determining, with a controller,whether a movement measurement of a vehicle has changed by more than adesignated, non-zero amount for at least a designated period of time,and, responsive to determining that the movement measurement has notchanged by more than the designated, non-zero amount for at least thedesignated period of time, one or more of obtaining, from a sensor, afluid level measurement of a fluid onboard the vehicle from the sensoror using the fluid level measurement of the fluid onboard the vehicle todetermine how much fluid is onboard the vehicle.

In one embodiment, a method includes determining temperatures of pluralcomponents onboard a vehicle at different moving speeds of the vehicleusing temperature sensors, comparing the temperatures of the componentswith each other using a controller, and identifying at least one of thecomponents as damaged using the controller responsive to thetemperatures of the at least one of the components increasing betweentwo or more of the different moving speeds while one or more othercomponents of the components do not increase or increase by a smallerdifference relative to the at least one of the components between thetwo or more of the different moving speeds.

BRIEF DESCRIPTION OF THE DRAWINGS

The inventive subject matter described herein will be better understoodfrom reading the following description of non-limiting embodiments, withreference to the attached drawings, wherein below:

FIG. 1 illustrates a sensor system onboard a vehicle system according toone embodiment;

FIG. 2 illustrates one embodiment of a gear box in the vehicle shown inFIG. 1 with a fluid level sensor coupled thereto;

FIG. 3 illustrates fluid level measurements for multiple gear boxes in avehicle as measured by fluid level sensors while in motion;

FIG. 4 illustrates fluid level measurements for the same gear boxes asFIG. 3 in a vehicle as measured by the fluid level sensors whilestationary;

FIG. 5 illustrates measured temperatures of axles of the same vehicleaccording to one example;

FIG. 6 illustrates a flowchart of one embodiment of a method formeasuring fluid levels; and

FIG. 7 illustrates a flowchart of one embodiment of a method formonitoring temperatures of components of a vehicle.

DETAILED DESCRIPTION

Reference will be made below in detail to example embodiments of theinventive subject matter, examples of which are illustrated in theaccompanying drawings. Wherever possible, the same reference numeralsused throughout the drawings refer to the same or like parts. Althoughembodiments of the inventive subject matter are described with respectto vehicle systems such as trains, locomotives, and other rail vehicles,embodiments of the inventive subject matter are also applicable for usewith vehicles generally, such as off-highway vehicles (e.g., vehiclesthat are not designed or permitted to travel on public roadways),agricultural vehicles, and/or transportation vehicles, each of which mayinclude a vehicle consist. The vehicle systems may be automobiles orother over the road vehicles (e.g., trucks), or another type of vehicle.A vehicle system may be formed from two or more vehicles thatcommunicate with each other to coordinate travel of the vehicle system,but that are not mechanically linked with each other. For example, avehicle system may include two or more vehicles that wirelesslycommunicate with each other so that the different vehicles may changethe respective speeds, tractive efforts, braking efforts, and the like,to cause the separate vehicles to travel together as a convoy or othergroup along the same route. Optionally, one or more embodiments of thesystems and methods described herein may be used with othernon-vehicular systems, such as stationary powered systems.

FIG. 1 illustrates a sensor system 100 onboard a vehicle system 102according to one embodiment. The vehicle system 102 shown in FIG. 1includes a single vehicle 104, but optionally may represent two or morevehicles that travel together along a route. The vehicles may bemechanically coupled with each other to travel together as a vehicleconsist or may be mechanically decoupled but communicate with each otherto coordinate movements of the vehicles and travel together as a convoyalong the route. The vehicle can represent a propulsion-generatingvehicle, such as a locomotive, automobile, over the road truck, marinevessel, or the like. Optionally, the vehicle can represent anon-propulsion-generating vehicle, such as a rail car, trailer, barge,or the like.

The vehicle includes a control system 106 that operates to controloperations of the vehicle and/or vehicle system. The control system 106can include or represent hardware circuitry that includes and/or isconnected with one or more processors (e.g., microprocessors, fieldprogrammable gate arrays, integrated circuits, or other electroniclogic-based devices). The control system 106 may receive signals from aninput device 108, such as one or more throttles, pedals, buttons,switches, microphones, touchscreen, keyboards, or the like. An operatorof the vehicle may actuate the input device to control operations, suchas movement, of the vehicle via the control system. In response toreceiving the input from the operator, the control system maycommunicate signals to one or more components of the vehicle or vehiclesystem to implement the input. For example, the vehicle may includetraction motors housed within gear boxes 110 that the control system cancontrol. The control system can communicate signals to the tractionmotors to control the torque generated by the traction motors, the speedat which the traction motors operate, etc., to control movement of axles122 and wheels 112 of the vehicle or vehicle system. In another example,the control system can communicate signals to brakes or other componentsto control operations of the vehicle or vehicle system.

The vehicle includes an output device 114 that provides output to anoperator of the vehicle or the vehicle system, to an off-board location,or to one or more other components of the vehicle or vehicle system. Theoutput device 114 can represent a display, a touchscreen, a speaker, awireless transceiver, etc. The output device 114 can receive signalsfrom the control system that direct the output device 114 to present theoutput to the operator or other location. A communication system 116represents hardware circuitry that communicates data signals with one ormore locations or systems located off-board the vehicle. Thecommunication system can include transceiving circuitry, such as one ormore antennas, routers, modems, and the like, for communicating datasignals.

The sensor system includes several sensors 118, 120. The sensors canrepresent a variety of devices that monitor characteristics of thevehicle system and/or the environment around the vehicle system. Forexample, the sensors may include temperature sensors (e.g., sensors thatoutput data representative of temperatures of the vehicles and/orenvironment, such as hot box detectors, infrared cameras, etc.),vibration sensors (e.g., sensors that output data representative ofmovement in one or more directions, such as accelerometers), pressuresensors (e.g., sensors that output data representative of fluidpressure, such as air pressure in tires of the vehicles, pressures ofoil or other lubricants in gear boxes and/or engines, etc.), fluidsensors (e.g., sensors that output data representative of an oil orother fluid level, or how much fluid, oil or other lubricant is in gearboxes, engines, etc.), positioning sensors (e.g., sensors that outputdata representative of geographic or other locations, such as a globalpositioning system receiver), speed sensors (e.g., sensors that outputdata representative of how rapidly a vehicle is moving, how rapidly awheel and/or axle is rotating, etc.), acoustic sensors (e.g., sensorsthat output data representative of sounds, such as microphones), opticsensors (e.g., sensors that output data representative of images and/orvideos, such as cameras, infrared detectors), electromagnetic sensors(e.g., sensors that obtain and/or output data using electromagneticwaves, such as radio frequency identification interrogators or tags),etc.

In the illustrated embodiment, one of the sensors is a positioningsensor 120, and is shown in FIG. 1 as a “Positioning System.” Forexample, the positioning sensor or system can include a GPS receiverthat outputs data representative of geographic locations, speeds, and/orheadings of the vehicle 104. The sensors 118 may be operably connectedwith the gear boxes, traction motors, or the like, to monitor fluidlevels. For example, the sensors 118 may be oil level sensors, such asone or more of the sensors described in one or more of U.S. patentapplication Ser. Nos. 14/421,245; 14/866,320; or 14/869,038.Alternatively, the sensors shown in FIG. 1 may be one or more othertypes of sensors, such as sensors measuring an amount of fuel in a fueltank, an amount of coolant in a cooling system, etc. The sensorscommunicate data representative of the characteristics being monitoredby the sensors (e.g., capacitance of the lubricant, an amount of thelubricant, vibrations, location of the vehicle, etc.) to the controlsystem. The control system may use the data for one or more purposes asdescribed herein. The components of the vehicle system and/or sensorsystem may be operably connected by one or more conductive pathways(e.g., cables, wires, buses, etc.) and/or wireless connections to allowfor communication between the components.

FIG. 2 illustrates one embodiment of a gear box 110 in the vehicle 104shown in FIG. 1 with the oil level sensor 118 coupled thereto. The gearbox 110 includes a housing 300 that holds a lubricant, such as oil, forlubricating gears and the like that interconnect a traction motor withan axle of the vehicle. The lubricant may be disposed within a lowerportion of the housing, and the sensor 118 may extend into the housingand at least partially into the lubricant inside the housing. The sensor118 can measure one or more characteristics of the lubricant, asdescribed in one or more of U.S. patent application Ser. Nos.14/421,245; 14/866,320; or 14/869,038.

During movement of the vehicle, however, the level sensor 118 may besubject to movement of the fluid being measured. For example, travel ofthe vehicle can cause the lubricant to move around within the housing ofthe gear box, cause fuel to move around in a fuel tank, and/or causecoolant to move around in a cooling system. This movement can cause thelevel sensor 118 to give inaccurate measurements of the fluid level inthe housing. In order to increase the accuracy of the measurementsprovided by the level sensor 118, the sensor system may determine whenthe vehicle is stationary, such as when the vehicle is stationary for atleast a designated period of time. This period of time may besufficiently long to ensure that the fluid is in a steady state. Forexample, the period of time may be thirty seconds, five minutes, onehour, or another period of time. A steady state can occur when the fluidis no longer moving (e.g., not sloshing back and forth in the housing,not running down the sides of the housing, etc.). While the descriptionherein focuses on measuring amounts of lubricant, optionally, one ormore embodiments also may be used to measure amounts of other fluids,such as fuel, coolant, and the like.

In one embodiment, data provided by one or more other sensors in thesensor system (e.g., a sensor other than the level sensors 118) may beused to determine if the vehicle is stationary or if the lubricantwithin the housing is no longer moving (e.g., has reached steady state).For example, data generated, provided, or otherwise output by thepositioning system or sensor can be used to determine which measurementsof the level sensor are to be used to determine the amount of lubricantin the housing 300 and/or which measurements of the level sensor are notto be used to determine the amount of lubricant in the housing 300. Thelevel sensor 118 may measure the amount of lubricant in the housing at asampling rate and/or at non-periodic times. These measurements can becommunicated to the control system and/or the output device. Themeasurements obtained at times when the lubricant is not at a steadystate (as determined from data provided by the positioning system) maynot be used to determine the amounts of lubricant in the housing, whilethe measurements obtained at times when the lubricant is at steady state(as determined from the data provided by the positioning system) may beused to determine the amounts of lubricant in the housing. For example,the control system may receive, but may disregard (e.g., not use), datathat is output by the level sensor 118 that represents measured amountsof the lubricant during non-steady state time periods. The controlsystem may receive and use (e.g., to determine how much lubricant is inthe housing, to determine whether to generate an alarm to warn anoperator of the vehicle system of a low amount of lubricant, etc.) thedata output by the level sensor 118 that represents amounts of thelubricant measured during steady state time periods.

In one embodiment, the control system may determine when the vehicle hasbeen stationary for at least a designated, non-zero period of time, suchas one minute, three minutes, five minutes, or another time period. Onlythe measurements made by the level sensors after the vehicle has beenstationary for at least this designated period of time may be used bythe control system to determine how much lubricant is in the housings ofthe gear boxes. The other measurements may not be used. The controlsystem may use the measurements by calculating or otherwise determiningan amount of lubricant in the housing based on the data output by thelevel sensor.

The control system may determine when the vehicle has been stationaryfor at least the designated period of time by examining severalmeasurements of the geographic location of the vehicle or thepositioning system, as determined by the positioning system. Once thegeographic location of the vehicle or positioning system has not changedor has not changed by more than a designated amount (e.g., has notchanged by more than 1%, 3%, 5%, or another amount) in one or more, orall directions for at least the designated period of time, the controlsystem can determine that the vehicle is stationary for a sufficientlylong time to use the measurements provided by the level sensors. Forexample, the control system can examine the data output by thepositioning system or sensor to determine if the geographic location ofthe vehicle system has changed by more than the designated, non-zerothreshold amount (which can indicate a distance, such as five meters,ten meters, etc.).

The control system may examine the geographic locations, and not thespeed, determined by the positioning system in order to avoidincorrectly identifying the vehicle as being stationary for at least thedesignated period of time. The control system may not examine the speedsbecause the speeds alone may not indicate whether the vehicle has beenstationary for a sufficiently long period of time to ensure that thelubricant in the gear box has reached steady state. If the controlsystem periodically examines the speeds output by the positioning systemand/or the positioning system outputs the speeds on a periodic basis,then relying on the speed measurements from the positioning system (oranother speed sensor) may not reflect how long the vehicle has beenstationary. For example, if the vehicle stopped moving just before thepositioning system measured the speed of the vehicle, the control systemmay determine that the vehicle is stationary. But, because the vehiclejust stopped moving, the fluid lubricant in the housing 300 may still bemoving and, as a result, a measurement of the fluid level in the housingmay be inaccurate. The control system may instead require measurementsof the same geographic location of the vehicle for at least thedesignated period of time before relying on the measurements from thelevel sensor as being accurate.

Additionally or alternatively, the control system may examine the speedor speeds determined by the positioning system in order to avoidincorrectly identifying the vehicle as being stationary for at least thedesignated period of time. The control system may examine the measuredspeed or speeds at one or more times and, if the speed or speeds do notvary by more than a designated amount (e.g., 1%, 3%, or 5%), then thecontrol system can determine that the vehicle has been stationary for asufficiently long period of time that the lubricant is no longer moving(e.g., has reached steady state). In one embodiment, the control systemmay sample the speed measurements at a sampling frequency that is atleast as fast as a designated frequency (e.g., at least once per minuteor at least once per second) to ensure that the vehicle has not movedbetween samples.

The measured geographic locations or speeds that are measured andexamined by the control system may be referred to as movementmeasurements, as these measured characteristics can indicate whether thevehicle has moved during a preceding time period. While the descriptionherein focuses on geographic locations as being the movementmeasurements, the measured speeds of the vehicle optionally may beexamined.

FIG. 3 illustrates oil level measurements 400 for multiple gear boxes110 in a vehicle as measured by level sensors 118 while in motion. FIG.4 illustrates oil level measurements 500 for the same gear boxes 110 ina vehicle as measured by level sensors 118 while stationary. Themeasurements 400, 500 are shown alongside a horizontal axis 402representative of time and a vertical axis 404 representative ofdifferent amounts of lubricant in the gear boxes (e.g., in terms ofpercent of oil with 100% indicating that the gear box has a designatedamount of oil, 50% indicating that the gear box has half of thedesignated amount of oil, etc.). The measurements 400 indicate the oillevels as measured without determining whether the vehicle is stationaryfor at least the designated period of time and the measurements 500indicate the oil levels as measured when the vehicle has been stationaryfor at least the designated period of time. As shown by a comparison ofthe measurements 400, 500, the measurements 400 that are obtainedwithout waiting for the vehicle to be stationary for at least thedesignated period of time are spread over a much larger range of amountsthan the measurements 500, even though the same amount of oil is in thegear boxes. This indicates that ensuring that the vehicle is stationaryfor at least the designated period of time can provide more accuratemeasurements of the oil level, with much smaller variations or standarddeviations of the measurements.

In one embodiment, one or more of the sensors 118 shown in FIG. 1 mayinclude temperature sensors that measure the temperatures of one or morecomponents of the vehicle. For example, the sensors 118 additionally oralternatively may represent temperature sensors that measuretemperatures of the axles of the vehicle. The temperature of componentsor areas of the vehicle may provide data that is useful in determiningor monitoring the health of the components or areas. The control systemmay compare the measured temperatures to designated temperatures orranges of temperatures in order to determine if the components aredamaged and/or in need of repair, inspection, and/or maintenance. Thedesignated temperatures or ranges of temperatures may represent normalor healthy operations of the components.

But, the normal or healthy temperatures of various components can varybased on the operating conditions of the vehicle. For example, thenormal or healthy temperatures of axles of the vehicle may increase ordecrease with changing factors such as current and historical levels ofambient temperatures, rotational speed of the axles, powers applied bythe motors to rotate the axles, torques generated by the motors, motorelectric currents, vehicle direction, wind, precipitation, humidity,etc. A temperature that indicates a healthy axle that is measured with afirst set of these factors may indicate a damaged axle when measuredwith a different set of these factors. As a result, simply comparing thetemperature of a component to a designated threshold temperature orrange of temperatures may not accurately determine whether the componentis healthy or damaged.

In order to avoid incorrectly identifying a component as damaged orhealthy based on the measured temperature due to changing operationalconditions, the control system may compare the temperatures of thecomponents onboard the same vehicle with each other, instead of simplycomparing the temperatures to thresholds or ranges of temperatures. Forexample, the temperatures of axles of the vehicle may be evaluated bycomparing the temperature measurements of the axles with each other inthe same vehicle over an extended period of time. This extended periodof time can be over hours, days, weeks, months, or years. Because theoperational conditions for multiple axles on the same vehicle are likelyto change by similar amounts at similar times, the temperatures ofhealthy or non-damaged axles on the same vehicle also are likely tochange by similar amounts at similar times.

FIG. 5 illustrates measured temperatures 600, 602, 604, 606, 608, 610 ofaxles 122 of the same vehicle according to one example. The temperatures600, 602, 604, 606, 608, 610 represent the temperatures of differentaxles measured by the sensors 118 shown in FIG. 1. The temperatures 600,602, 604, 606, 608, 610 are shown alongside a horizontal axis 614representative of time. Moving speeds 612 of the vehicle that includesthe axles are shown in addition to the temperatures 600, 602, 604, 606,608, 610. A first horizontal axis 616 indicates different temperaturesof the axles and a second horizontal axis 618 represents differentspeeds of the vehicle.

As shown in FIG. 5, the temperatures 600, 606, 608, 610 representativeof the first, fourth, fifth, and sixth axle of the vehicle tend toremain relatively flat independent or regardless of vehicle speed 612.But, the temperatures 602, 604 of the second and third axle increaseover time relative to the temperatures 600, 606, 608, 610 of the otheraxles. This indicates that whatever is causing the temperatures 602, 604of the second and third axles to increase is not significantly affectingthe temperatures 600, 606, 608, 610 of the other axles in the samevehicle. The control system may compare temperatures of the differentaxles with each other to determine if any of the axles have temperaturesthat deviate from the other axles (e.g., by at least a threshold amount,such as at least 10%, 15%, 20%, or the like). These deviating axles maybe identified as requiring repair, inspection, and/or maintenance. Inthe example illustrated in FIG. 5, the control system may identify thesecond and third axles (associated with the temperatures 602, 604 asbeing damaged due to the temperatures 602, 604 increasing while thetemperatures 600, 606, 608, 610 do not increase in the same way, amount,or manner.

The control system can examine the temperatures of different axles atdifferent moving speeds of the vehicle system to determine which, ifany, axles are damaged. Instead of merely comparing axle temperatures atany speed, in one embodiment, the control system may examine the axletemperatures at plural different speeds of the vehicle system todetermine whether any of the axles are increasing (e.g., by at least thethreshold amount) when other (or all other) axle temperatures are notincreasing and/or whether any of the axles are decreasing (e.g., by atleast the threshold amount) when other (or all other) axle temperaturesare not decreasing at the different speeds. The axles having themeasured temperatures that increase or do not decrease relative to oneor more (or all) other axles in the same vehicle system at two or moredifferent speeds of the vehicle system may be identified by the controlsystem as being damaged.

FIG. 6 illustrates a flowchart of one embodiment of a method 700 formeasuring fluid level. The method 700 may be performed by one or moreembodiments of the sensor system shown in FIG. 1. At 702, a movementmeasurement of a vehicle is determined. For example, a GPS receiver orother sensor that determines geographic locations may be used todetermine a geographic location of the vehicle. Additionally oralternatively, a speed of the vehicle may be determined, such as fromthe GPS receiver. At 704, a determination is made as to whether themovement measurement of the vehicle has remained unchanged for at leasta designated period of time. The control system may examine the movementmeasurements of the vehicle that were obtained at different times todetermine whether the vehicle has remained stationary (e.g., thegeographic location of the vehicle has not changed in one or more, orall, directions by more than a threshold amount, such as more than thenoise in the signal received by the positioning system, by more than 1%,2%, 3%, 5%, or the like) for a period of time that is long enough toensure that the fluid has reached steady state and is not moving.

For example, a determination may be made as to whether the vehicle hasbeen stationary long enough (e.g., at least one, two, three, fiveminutes, or another time period) to ensure that the lubricant, fuel,coolant, etc. is no longer sloshing around or moving within a tank orhousing of the vehicle. If the geographic location has not changed bymore than the threshold amount for at least the designated period oftime, then the fluid may have reached steady state and the amount offluid can be accurately measured. As a result, flow of the method 700can proceed toward 706. Otherwise, the recent movement of the vehiclemay cause the fluid to still be moving in the vehicle and an accuratemeasurement of the amount of fluid may not be able to be obtained. As aresult, flow of the method 700 can proceed toward 708.

At 706, the fluid level may be obtained and/or used. In one embodiment,the sensor system may obtain a measurement of the fluid level responsiveto determining that the vehicle has not moved by more than the thresholdamount for at least the designated period of time. Alternatively, thesensor system may obtain repeated measurements of the fluid level anduse the measurements obtained when the vehicle has not moved by morethan the threshold amount for at least the designated period of time,while not using the other measurements, to determine how much fluid isonboard the vehicle.

One or more responsive actions may be performed using the fluid levelthat is measured. For example, the fluid level may be examined by thecontrol system 106 and, if the control system 106 determines that thefluid level is low (e.g., less than a designated threshold), the controlsystem 106 may communicate a control signal to a brake or propulsionsystem of the vehicle to slow or stop movement of the vehicle.Optionally, the control system 106 may communicate a signal to anoff-board location (e.g., a repair or maintenance facility) to repairthe vehicle (e.g., replenish the fluid).

At 708, the fluid level is not obtained and/or is not used. In oneembodiment, the sensor system may refrain from obtaining a measurementof the fluid level unless or until determining that the vehicle has notmoved by more than the threshold amount for at least the designatedperiod of time. Alternatively, the sensor system may obtain repeatedmeasurements of the fluid level, but may not use the measurementsobtained when the vehicle has moved by more than the threshold amountwithin the designated period of time to determine how much fluid isonboard the vehicle.

FIG. 7 illustrates a flowchart of one embodiment of a method 800 formonitoring temperatures of components of a vehicle. The method 800 maybe performed by the sensor system shown in FIG. 1 to track temperaturesof components such as axles of a vehicle, and/or to identify healthy ordamaged axles based on the temperatures.

At 802, temperatures of the vehicle components are determined. Thetemperatures may be measured at several different times for thecomponents onboard the same vehicle, such as several axles of a vehicle.The temperatures may be measured using one or more of the sensors 118,120. At 804, a determination is made as to whether the temperatures havethe same or similar changes with respect to time. For example, thechanges in the temperatures over time may be examined by the controlsystem 106 (also referred to as a controller) to determine if most orall of the components have temperatures that change by the same orsimilar amounts at the same time, or if the changes are not the same orsimilar for the components. If the temperatures for multiple or allcomponents change by the same or similar amounts over time, then thechanges in temperature can represent changing operational conditionsinstead of a damaged component. As a result, flow of the method 800 canproceed toward 810. But, if the temperatures for one or more of thecomponents change by a different amount than the other components, thenthe change in temperature for the one or more component can represent adamaged component. As a result, flow of the method 800 can proceedtoward 806.

At 806, a determination is made as to whether one or more of thecomponents have a temperature that deviates from the other components atthe same or similar time. For example, the control system 106 cancompare the temperatures to determine whether one or more of thecomponents have temperatures that increase or remain elevated when thetemperatures of other components decrease or vary with respect to time.In such an occurrence, the deviation in temperatures among thecomponents of the vehicle may indicate that one or more of thecomponents is damaged. As a result, flow of the method 800 can proceedtoward 808. On the other hand, if there is no such deviation between thetemperatures of the components onboard the vehicle, then thetemperatures may not indicate a damaged component. As a result, flow ofthe method 800 can proceed toward 810.

At 808, the component or components having the temperatures that deviatefrom the other component temperatures are identified as being damaged.For example, the control system 106 may identify the axles 122 havingthe deviating temperatures as being damaged. The deviating temperaturescan indicate that the temperatures indicate damage to the components,and not changing operational conditions of the vehicle. Optionally, oneor more responsive actions may be implemented, such as automaticallyscheduling repair, inspection, and/or replacement of the components. Forexample, the control system may communicate a signal to an off-boardlocation to automatically schedule repair, inspection, and/orreplacement of one or more of the components when the vehicle arrives ata repair facility.

At 810, the components are not identified as being damaged. For example,the control system 106 may identify the axles 122 not having thedeviating temperatures as not being damaged. Because the temperatures ofthe components changed by the same or similar amounts and thetemperatures did not significantly deviate from each other at the sametime, the changes in the temperatures may be predominantly caused bychanging operational conditions of the vehicle, as opposed to damage tothe components.

One or more responsive actions may be implemented upon or responsive todetermining that the component(s) have the deviating temperatures. Forexample, the control system 106 may communicate a control signal to abrake or propulsion system of the vehicle to slow or stop movement ofthe vehicle.

In one embodiment, a system includes a fluid sensor configured to bedisposed onboard a vehicle system and at least partially extend into agearbox of a traction motor of the vehicle system. The fluid sensor isconfigured to output data representative of an amount of a lubricatingfluid in the gearbox. The system also includes a positioning systemconfigured to output data representative of movement or an absence ofmovement of the vehicle system, and one or more processors configured todetermine the amount of the lubricating fluid in the gearbox based onthe data that is output by the fluid sensor responsive to the dataoutput by the positioning system indicating that the vehicle system hasnot moved or has moved by less than a designated distance for at least adesignated, non-instantaneous period of time.

Optionally, the positioning system is configured to output the datarepresentative of a geographic location of the vehicle system and theone or more processors are configured to determine the amount of thelubricating fluid in the gearbox based on the geographic location thatis output by the positioning system indicating that the vehicle systemhas not moved or has moved by less than the designated distance for atleast the designated, non-instantaneous period of time.

Optionally, the fluid sensor is configured to output the datarepresentative of the amount of the lubricating fluid in the gearbox tothe one or more processors at a sampling frequency, and the one or moreprocessors are configured to disregard the data representative of theamount of the lubricating fluid in the gearbox that is output during atime period that the vehicle system has moved by more than thedesignated distance.

Optionally, the system may also include temperature sensors configuredto output data representative of temperatures of plural axles of thevehicle system. The one or more processors may be configured to comparethe temperatures of the axles with each other and identify at least oneof the axles as damaged based on comparing the temperatures of the axleswith each other.

Optionally, the temperature sensors are configured to measure thetemperatures of the axles at different moving speeds of the vehiclesystem and to output the data representative of the temperatures of theaxles at the different moving speeds of the vehicle system to the one ormore processors. The one or more processors are configured to examinethe temperatures to identify the at least one of the axles as damagedresponsive to the temperatures of the at least one of the axlesincreasing between at least two of the different moving speeds of thevehicle system while other axles of the axles do not increase betweenthe at least two of the different moving speeds relative to the at leastone of the axles.

Optionally, the temperature sensors are configured to measure thetemperatures of the axles at different moving speeds of the vehiclesystem and to output the data representative of the temperatures of theaxles at the different moving speeds of the vehicle system to the one ormore processors. The one or more processors can be configured to examinethe temperatures to identify the at least one of the axles as damagedresponsive to the temperatures of the at least one of the axles notdecreasing between at least two of the different moving speeds of thevehicle system while other axles of the axles decrease between the atleast two of the different moving speeds relative to the at least one ofthe axles.

In one embodiment, a system includes one or more processors configuredto determine whether a movement measurement of a vehicle has changed bymore than a designated, non-zero amount for at least a designated periodof time. The one or more processors also are configured to one or moreof obtain a fluid level measurement of a fluid onboard the vehicle oruse the fluid level measurement of the fluid onboard the vehicle todetermine how much fluid is onboard the vehicle responsive todetermining that the vehicle has not moved by more than the designated,non-zero distance for at least the designated period of time.

Optionally, the one or more processors are configured to repeatedlydetermine the movement measurement of the vehicle using a positioningsystem onboard the vehicle.

Optionally, the movement measurement is a geographic location of thevehicle system determined by a global positioning system receiver.

Optionally, the one or more processors are configured to obtain thefluid level measurement from a fluid level sensor that extends into thefluid onboard the vehicle.

Optionally, the one or more processors are configured to determinewhether the vehicle has moved by more than the designated, non-zerodistance for at least the designated period of time by determiningwhether the vehicle has remained stationary for a time period that issufficiently long to ensure that the fluid has reached steady stateonboard the vehicle.

In one embodiment, a system includes one or more processors configuredto determine temperatures of plural axles onboard a vehicle at differenttimes. The one or more processors also are configured to compare thetemperatures of the axles with each other and identify at least one ofthe axles as damaged based on comparing the temperatures of the axleswith each other.

Optionally, the one or more processors are configured to determinewhether the at least one of the axles is associated with thetemperatures that deviate from the temperatures of other axles of theaxles onboard the vehicle.

Optionally, the one or more processors are configured to identify the atleast one of the axles as damaged responsive to the temperatures of theat least one of the axles not decreasing when the temperatures of one ormore of other axles decrease.

Optionally, the one or more processors are configured to automaticallyschedule one or more of repair, inspection, or replacement of the atleast one of the axles responsive to identifying the at least one of theaxles as damaged.

In one embodiment, a method includes determining, with a controller,whether a movement measurement of a vehicle has changed by more than adesignated, non-zero amount for at least a designated period of time,and, responsive to determining that the movement measurement has notchanged by more than the designated, non-zero amount for at least thedesignated period of time, one or more of obtaining, from a sensor, afluid level measurement of a fluid onboard the vehicle from the sensoror using the fluid level measurement of the fluid onboard the vehicle todetermine how much fluid is onboard the vehicle.

Optionally, the movement measurement is a geographic location of thevehicle provided by a positioning system onboard the vehicle.

Optionally, determining whether the movement measurement of the vehiclehas changed by more than the designated, non-zero amount for at leastthe designated period of time includes determining whether the vehiclehas remained stationary for a time period that is sufficiently long toensure that the fluid has reached steady state onboard the vehicle.

In one embodiment, a method includes determining temperatures of pluralcomponents onboard a vehicle at different moving speeds of the vehicleusing temperature sensors, comparing the temperatures of the componentswith each other using a controller, and identifying at least one of thecomponents as damaged using the controller responsive to thetemperatures of the at least one of the components increasing betweentwo or more of the different moving speeds while one or more othercomponents of the components do not increase or increase by a smallerdifference relative to the at least one of the components between thetwo or more of the different moving speeds.

Optionally, the components are axles of the vehicle.

Optionally, the method also includes automatically scheduling one ormore of repair, inspection, or replacement of the at least one of thecomponents responsive to identifying the at least one of the componentsas damaged.

In one embodiment, a system includes one or more processors configuredto reduce power obtained from a defective power-generating component ofa power-generating system based on a temperature variation between thedefective power-generating component and one or more additionalpower-generating components of the same power-generating system toreduce additional damage to the defective power-generating componentuntil service can be performed on the defective power-generatingcomponent.

It is to be understood that the above description is intended to beillustrative, and not restrictive. For example, the above-describedembodiments (and/or aspects thereof) may be used in combination witheach other. In addition, many modifications may be made to adapt aparticular situation or material to the teachings of the inventivesubject matter without departing from its scope. While the dimensionsand types of materials described herein are intended to define theparameters of the inventive subject matter, they are by no meanslimiting and are exemplary embodiments. Many other embodiments will beapparent to those of ordinary skill in the art upon reviewing the abovedescription. The scope of the inventive subject matter should,therefore, be determined with reference to the appended claims, alongwith the full scope of equivalents to which such claims are entitled. Inthe appended claims, the terms “including” and “in which” are used asthe plain-English equivalents of the respective terms “comprising” and“wherein.” Moreover, in the following claims, the terms “first,”“second,” and “third,” etc. are used merely as labels, and are notintended to impose numerical requirements on their objects. Further, thelimitations of the following claims are not written inmeans-plus-function format and are not intended to be interpreted basedon 35 U.S.C. § 112(f), unless and until such claim limitations expresslyuse the phrase “means for” followed by a statement of function void offurther structure.

This written description uses examples to disclose several embodimentsof the inventive subject matter and also to enable any person ofordinary skill in the art to practice the embodiments of the inventivesubject matter, including making and using any devices or systems andperforming any incorporated methods. The patentable scope of theinventive subject matter is defined by the claims, and may include otherexamples that occur to those of ordinary skill in the art. Such otherexamples are intended to be within the scope of the claims if they havestructural elements that do not differ from the literal language of theclaims, or if they include equivalent structural elements withinsubstantial differences from the literal languages of the claims.

The foregoing description of certain embodiments of the inventivesubject matter will be better understood when read in conjunction withthe appended drawings. To the extent that the figures illustratediagrams of the functional blocks of various embodiments, the functionalblocks are not necessarily indicative of the division between hardwarecircuitry. Thus, for example, one or more of the functional blocks (forexample, processors or memories) may be implemented in a single piece ofhardware (for example, a general purpose signal processor,microcontroller, random access memory, hard disk, and the like).Similarly, the programs may be stand-alone programs, may be incorporatedas subroutines in an operating system, may be functions in an installedsoftware package, and the like. The various embodiments are not limitedto the arrangements and instrumentality shown in the drawings.

As used herein, an element or step recited in the singular and proceededwith the word “a” or “an” should be understood as not excluding pluralof said elements or steps, unless such exclusion is explicitly stated.Furthermore, references to “one embodiment” of the inventive subjectmatter are not intended to be interpreted as excluding the existence ofadditional embodiments that also incorporate the recited features.Moreover, unless explicitly stated to the contrary, embodiments“comprising,” “including,” or “having” an element or a plurality ofelements having a particular property may include additional suchelements not having that property.

Since certain changes may be made in the above-described systems andmethods for communicating data in a vehicle consist, without departingfrom the spirit and scope of the inventive subject matter hereininvolved, it is intended that all of the subject matter of the abovedescription or shown in the accompanying drawings shall be interpretedmerely as examples illustrating the inventive concept herein and shallnot be construed as limiting the inventive subject matter.

What is claimed is:
 1. A system comprising: a fluid sensor configured tobe disposed onboard a locomotive and at least partially extend into agearbox of a traction motor of the locomotive, the fluid sensorconfigured to output data representative of an amount of a lubricatingfluid in the gearbox; a positioning system configured to output datarepresentative of movement or an absence of movement of the locomotive;one or more processors configured to determine the amount of thelubricating fluid in the gearbox based on the data that is output by thefluid sensor responsive to the data output by the positioning systemindicating that the locomotive has not moved or has moved by less than adesignated distance for at least a designated, non-instantaneous periodof time; and temperature sensors configured to output datarepresentative of temperatures of plural axles of the locomotive,wherein the one or more processors are configured to compare thetemperatures of the axles with each other and identify at least one ofthe axles as damaged based on comparing the temperatures of the axleswith each other, wherein the temperature sensors are configured tomeasure the temperatures of the axles at different moving speeds of thelocomotive and to output the data representative of the temperatures ofthe axles at the different moving speeds of the locomotive to the one ormore processors, and wherein the one or more processors are configuredto examine the temperatures to identify the at least one of the axles asdamaged responsive to the temperatures of the at least one of the axlesincreasing between at least two of the different moving speeds of thelocomotive while other axles of the axles do not increase between the atleast two of the different moving speeds relative to the at least one ofthe axles.
 2. The system of claim 1, wherein the positioning system isconfigured to output the data representative of a geographic location ofthe locomotive and the one or more processors are configured todetermine the amount of the lubricating fluid in the gearbox based onthe geographic location that is output by the positioning systemindicating that the locomotive has not moved or has moved by less thanthe designated distance for at least the designated, non-instantaneousperiod of time.
 3. The system of claim 1, wherein the fluid sensor isconfigured to output the data representative of the amount of thelubricating fluid in the gearbox to the one or more processors at asampling frequency, and the one or more processors are configured todisregard the data representative of the amount of the lubricating fluidin the gearbox that is output during a time period that the locomotivehas moved by more than the designated distance.
 4. The system of claim1, wherein the temperature sensors are configured to measure thetemperatures of the axles at different moving speeds of the locomotiveand to output the data representative of the temperatures of the axlesat the different moving speeds of the locomotive to the one or moreprocessors, and wherein the one or more processors are configured toexamine the temperatures to identify the at least one of the axles asdamaged responsive to the temperatures of the at least one of the axlesnot decreasing between at least two of the different moving speeds ofthe locomotive while other axles of the axles decrease between the atleast two of the different moving speeds relative to the at least one ofthe axles.
 5. A method comprising: determining temperatures of pluralcomponents onboard a locomotive at different moving speeds of thelocomotive using temperature sensors; comparing the temperatures of thecomponents with each other using a controller; and identifying at leastone of the components as damaged using the controller responsive to thetemperatures of the at least one of the components increasing betweentwo or more of the different moving speeds while one or more othercomponents of the components do not increase or increase by a smallerdifference relative to the at least one of the components between thetwo or more of the different moving speeds.
 6. The method of claim 5,wherein the components are axles of the locomotive.
 7. The method ofclaim 6, further comprising automatically controlling operation of theaxles responsive to identifying the at least one of the axles asdamaged.
 8. The method of claim 5, further comprising automaticallyscheduling one or more of repair, inspection, or replacement of the atleast one of the components responsive to identifying the at least oneof the components as damaged.
 9. The method of claim 5, wherein thetemperatures of the components are determined at a first moving speedand a faster, second moving speed of the moving speeds of thelocomotive, wherein the temperatures are compared with each other bydetermining whether one or more of the components have the temperaturesthat increase from the first moving speed to the second moving speed andwhether one or more other components of the components have thetemperatures that do not increase from the first moving speed to thesecond moving speed, and wherein the one or more components having thetemperatures that increase from the first moving speed to the secondmoving speed are identified as damaged while the one or more othercomponents having the temperatures that do not increase from the firstmoving speed to the second moving speed are identified as not damaged.10. The method of claim 5, wherein the temperatures of the componentsare determined at a first moving speed and a slower, second moving speedof the moving speeds of the locomotive, wherein the temperatures arecompared with each other by determining whether one or more of thecomponents having the temperatures that decrease from the first movingspeed to the second moving speed and whether one or more othercomponents of the components having the temperatures that do notdecrease from the first moving speed to the second moving speed, andwherein the one or more components having the temperatures that do notdecrease from the first moving speed to the second moving speed areidentified as damaged while the one or more other components having thetemperatures that decrease from the first moving speed to the secondmoving speed are identified as not damaged.
 11. The method of claim 5,further comprising automatically scheduling one or more of repair,inspection, or replacement of the at least one of the componentsresponsive to identifying the at least one of the components as damaged.12. The method of claim 5, further comprising automatically controllingmovement of the locomotive responsive to identifying the at least one ofthe components as damaged.
 13. A method comprising: determining firsttemperatures of axles of a locomotive while the locomotive is moving ata first speed; determining second temperatures of the axles of thelocomotive while the locomotive is moving at a different, second speed;determining a temperature difference of each of the axles based on thefirst temperature and the second temperature for the axle; comparing thetemperature differences of the axles to each other; and identifying adamaged axle of the axles based on comparing the temperature differencesto each other.
 14. The method of claim 13, further comprisingautomatically scheduling one or more of repair, inspection, orreplacement of the damaged axle responsive to identifying the damagedaxle.
 15. The method of claim 13, further comprising automaticallycontrolling movement of the locomotive responsive to identifying thedamaged axle.
 16. The method of claim 13, further comprisingautomatically controlling operation of the axles responsive toidentifying the damaged axle.